Carburetor



March 27, 1934. A. M. SMILEY 1,952,614

CARBURETOR Original Filed Oct. 19, 1927 zsneet's-sheet 1 WITNESS: ATTORNEY March 27, 1934. A. M. SMILEY 1,952,614

CARBURETOR Original Filed Oct. 19, 1927 2 Sheets-Sheet 2 55 51 49 47 46 45 43 5 H J 62 T I i. r :1 I v" 65 J 6, f7 55 I 60 J9 44 35 L I I D 41 36 g :4 7 a4 O A 3;! 59 7 2'7 98 3a J6 4 I .2195 45629 5 Q5 d6 32 24 4F 44 [a 22 L gig fl I j? WITNESS:

ATTORN EY Patented Mar. 27, 1934 I UNITED STATES CARBURETOR Alfred M. Smiley, St.'Louis, Mo., assignor, by mesne assignments, to St. Louis Carburetor Company, a corporation of Missouri Application October 19, 1927, Serial No. 227,278 Renewed August 17, 1933 7 Claim.

This invention relates to certain novel improvements in carburetors such as are adapted to be employed in connection with internal combustion engines.

It is among the objects of my invention to provide a carburetor that will more effectively vaporize the fuel in order to produce a more complete mixture which will be conducive to greater power output by the engine.

Another object of my invention is to provide a carburetor in which the temperature of the combustible mixture may be increased over normal surrounding temperatures so as to increase the eflficiency of the engine.

5 Still another object of my invention is to provide a carburetor in which the liquid fuel will be effectively broken up in order that it will freely mix with incoming air.

A further object of my invention is to provide a carburetor in which the travel of the liquid fuel will be expeditiously controlled both at high and low speeds.

A further object of the invention is to provide a construction for carburetors in which a valve is disposed so as to control passage of the combustible mixture, said valve being regulated by the ordinary throttle valve of a carburetor and by the speed of operation of the engine.

A still further object of the invention is to provide a construction for carburetors that will be so arranged that danger of explosion caused by back firing of the engine will be materially obviated.

Still another object of the invention is to provide a carburetor which will be simple in construction, efiicient in operation, and economical to manufacture.

Other objects will appear hereinafter.

The invention consists in the novel combination and arrangement of parts to be hereinafter described and claimed.

The invention will be best understood by reference to the accompanying drawings, showing the preferred form of construction and in which:

Fig. 1 is a plan view of a preferred embodiment of my invention;

Fig. 2 is a longitudinal sectional view taken substantially in the plane of the line 22 on Fig. 1;

Fig. 3 is a detail view taken substantially in the plane of the line 33 on Fig. 2;

Fig. 4 is a transverse sectional View taken substantially in the plane of the line 44 on Fig. 2;

Fig. 5 is a detail view taken substantially in the plane of the line 5-5 on Fig. 4; and

Fig. 6 is a detail view taken substantially in the plane of the line 6-6 on Fig. 4.

Referring to the drawings wherein the preferred embodiment of my invention is illustrated it may be seen that I provide a housing 10 which embodies certain configurations, the utility of which will be brought out presently. Disposed within the housing 10 is a substantially T-shaped valve housing 11. The lower portion of the valve housing 11 is arranged so as to embody a fuel passage 12. This portion of the valve housing protrudes through the walls of the housing 10 and is arranged so as to receive the connector 13 to which the fuel supply is adapted to be secured.

Disposed in the horizontal portion of the valve -70 housing 11 are chambers 14 and 15 which communicate with aligned openings in the housing 10. Disposed in the chamber 14 is a valve member 16. -A port 17 extends between the chambers 14 and '15 and the inner end of the valve member 16 is disposed so as to control communication between the port 17 and the chamber 14. A port 18 connects the fuel passage 12 and the chamber 14. At the outer end of the valve member 16, an adjusting construction 19 is provided which may be of any desired form. By manually adjusting the valve member 16 passage from the fuel passage 12 to the port 17 may be controlled and this manually adjusted valve serves to control fuel passage during the time the engine is operating at low speeds and will be known hereinafter as the low speed valve.

A port 20 connects the fuel passage 12 with the chamber 15. The surface of the chamber 15 in juxtaposition to the housing 10 and the opening in'the housing 10 have screw threads provided thereon and in engagement with these screw threads is the nut 21 which has an opening 22 extending axially therethrough. The outer portion of the opening 22 is screw threaded and a 95 nut 23 is disposed in engagement with these screw threads, said nut embodying an axial opening 24. The stem 25 of the valve member 26 extends through the openings 24 and 22. The valve member 26 is adapted to control communication between the port 17 and the chamber 15. Disposed around the stem 25 near its inner end and fixedly secured thereto is the disk 27 and disposed between this disk and the inner end of the nut 21 in such a position as to surround the stem 25 is a coil spring 27 which tends to urge the valve member 26 toward closed position. In the recess 22 and disposed around the valve stem 25 is a suitable packing gland 28, the purpose of which will be well understood in the art. The 110 valve stem 'is adapted to extend beyond the walls of the housing 10 and carries at its outer end a nut and check nut construction 29 which are sufficiently spaced away from the housing 10 that they provide a section 30 and a valve stem 25. The manner in which the valve member 26 is operated will be brought forth more fully hereinafter and this valve member will be referred to in the following description as the high speed valve for it is adapted to control fuel passage during rapid operation of the engine.

Disposed around the valve housing 11 above the horizontal portion thereof is a frustro-conical member 31 which is supported by a disk member 32 carried by the housing 10 that embodies an. upwardly turned lip 33 to which the member 31 is adapted to be secured. The member 31 de fines a choke tube 34.

In the portion of the valve member 11 disposed in the choke tube 34 a valve stem 35 is provided. The valve stem 35 is disposed in a passage 36 which is arranged so as to embody a shoulder 37. At the inner end of the valve stem 35 a conical valve member 38 is carried which is adapted to slide over the walls of the recess 36. The conical member 38 is disposed so as to control passage through a port 39 which inter-connects the port 17 and the chamber 36. Suitable slots 40 are provided in the conical member 36 so as to permit passage thereby and the upper portion of the valve member 11 that is disposed around the valve stem 35 is arranged so as to permit passage past the valve stem.

During operation of the engine fuel will be supplied to the passage 12 from any suitable source of any desired type. From the passage 12 fuel will flow through the ports 18 and 20 into the chambers 14 and 15 to the port 17 through port 39 into chamber 36 and up past the valve stem 35 to the upper portion of the valve housing ll. This portion of the valve housing 11 is reduced in size with respect to the remaining portion of said housing and defines a shoulder 41 over which the fuel is adapted to run. The fuel will be intermixed with air passing through the choke tube 36 and with air passing over the outer surface oi. the member 31, this being broughtout more fully hereinafter.

A coil spring is disposed around the valve stem 35 and extends between the shoulder 37 and the conical member 38 within the recess 36 and tends to hold the conical member 38 in position to close passage through the port 39. At the upper end of the valve stem 35 a disk 42 is secured which I is adapted to cooperate with an opening 43 provided in the annular member 44 carried by the walls of the housing 10. It is thus apparent that the ring 44 constitutes in eifect a sizing element or bushing, and by the provision of such an element, it is possible to-readily adapt a carburetor of this invention to internal combustion engines of various sizes by merely replacing the ring 44 and the disc 42 by similar elements of different sizes.

It will be noted that the head of the conical member 38 is cylindrical and fits the cylindrical passage 36 so as to form, in effect, a piston therein. When the disk 42 is suddenly lifted, as when w the throttle is suddenly opened, the piston 38 is suddenly forced upwardly, and this action forces the fuel contained in the passage 36 into the mixing chamber. Thus additional fuel is provided to take care of a sudden increase in the speed of the car.

In the upper portion of the housing 10, generally indicated by 45 in the drawings, the throttle valve 46 is mounted which may be of any desired form. In the present instance the throttle valve 46 is comprised of an annular disk which is suitably secured to a shaft 47 that is journaled in the bearings 48 and 49 provided in the valve housing 10. Packing glands-50 and 51 are disposed around the shaft 47 at points where it protrudes through the walls of the housing 10 for purposes well understood in the art and nuts 52 and 53 are secured on the shaft 47 so as to prevent endwise displacement thereof. To one end of the shaft 47 a lever 54 is secured which is adapted to be connected to the usual gas throttles provided in connection with internal combustion engines which may be of any desired form. Disposed around the shaft 47 between the nut 53 and the lever 54 is a stop member 55 which is secured to the shaft 47 through the medium of the set screw 56. The stop member 55 embodies an outwardly protruding arm 57 in which the screw 58 is mounted that is adapted to engage the stop pin 59 that is carried by the housing 10 (Fig. 4). Themovement of the throttle valve 46 through the medium of the lever 54 is therefore limited by the engagement of the screw 58 with the stop pin 59.

On the opposite end of the shaft 4'7 an annular member 60 is provided which has a cam surface 61 formed on the inner edge thereof, said annular member 60 being secured to the shaft 47 through the medium of any suitable securing device such as the set screw 62. A boss 63 is provided on the housing 10 and pivotally mounted thereon is a lever 64. One end of the lever 64 carries a. pin 65 that is adapted to engage the cam surface 61 and the other end of the lever 64 embodies a fork construction 66 that is adapted to be disposed around the section 30 of the valve stem 25. As the shaft 4'? is moved by operation of the lever 54, the pin 65 rides over the cam surface 61 and causes the valve member 26 to be moved against the action of the spring 27, thus causing operation of the valve member 26 simultaneously with the operation of the throttle valve 46 and in this manner fuel is supplied in accordance with the demand of the engine which is controlled by the throttle valve 46.

At the lower end of the housing 10 and on one side thereof an opening 6'? is provided which is adapted to be connected with a suitable source of heat such as a construction disposed around the exhaust manifold of the internal combustion engine. This source of heat is adapted to be arranged in such a way that there will be an air passage therethrough which will flow into the housing 10 through the opening 6'7 up through the choke tube 34. The housing 10 is arranged so as to embody a casing 68 on one side thereof, the interior of said casing being adapted to be in communication with the housing 10. The lower side of the casing 68 has an opening 69 provided therein which is defined by an upwardly turned unitary lip 70. Disposed to close passage through the opening 69 is a drop valve 71 that has a boss 72 thereon that is pivotally connected as at 73 to a boss '74 that is carried by the casing 63. Secured to the drop valve 71 centrally thereof is a downwardly protruding rod '75 which has a portion 76 that is substantially horizontally disposed and which extends in an opposite direction from the boss 72. The portion '76 is adapted to be screw threaded and in engagement with the screw threads thereon is a nut 77. By positioning the nut 77 at various points in relation to the downwardly protruding portion of the member the amount of force required to open the drop valve 'llmay be controlled.

The opening of the drop valve 71 is adapted to be accomplished by the suction created by the engine and the effectiveness of this construction will be controlled by the throttle valve 46. The degree of opening of the valve 71 may be regulated by the positioning of the nut 77 so that the valve 71 will open predetermined distances in accordance with the throttle valve 46.

The suction which opens the valve 71 will also act on the disk 42 and thus permit passage through the opening 43 and thus control the passage of the combustible mixture to' the throttle valve 46.

It is apparent that air will be drawn from two sources, namely, heated air through the opening 67 and air of normal temperature through the opening 69. The heated air from the opening 67 will flow through the choke tube 34 and will come in contact with the liquid fuel that will be flowing over the upper end of the valve housing 11 and also over the shoulder 41. This fuel will be flowing in a fountain like way and it will therefore readily lend itself to easy intermixture with the incoming air. Air coming from the opening 69 will flow over the outside of the frustro-conical member 31 that defines the choke tube 34 an d will also intermingle with the fountain like jet of fuel and thus a very effective intermixture of liquid fuel and air will take place which will be conducive to eflicient operation of the engine.

As is well known, the throttle valve such as 46 controls the speed of operation of an internal combustion engine and therefore the greater the opening of the throttle valve 46, the greater will be the speed of the engine with which this carbureting device is associated and it therefore follows that a greater suction will be created which will cause more air to be drawn'in through the openings 6'7 and 69 and it will also raise the disk 46 farther away from the member 44 and thus permit a greater quantity of the mixed combustible fluid to pass to the throttle valve and thus out to the engine, the intake of which will be connected at the outer end of the opening 45. Further, it is apparent that the greater the opening of the throttle valve 46 the greater will be the opening of the valve 26 which controls fuel passage at high speed and therefore fuel will be supplied in direct proportion to the air supply and these things will be dependent on the speed of operation of the engine which in turn is controlled by the throttle valve 46.

As is well understood in the art, a premature explosion sometimes occurs in internal combustion engines which may fire back through the intake manifold and thus cause a disastrous explosion. To avert this I provide openings '78 in communication'with the passage 45 in the wall of the housing 10 and these openings are normally closed by a disk valve 79 which is normally held closed by a spring 80 that is disposed around the stem 81, carried by the housing 10, said spring extending between the valve '79 and a washer 82 that is held in position on the stem 81 by a suitable securing device such as the cotter pin 83. In the event back firing of the engine would occur the force thereof would force the disk 42 into closed position and the force of the back firing would be dissipated through the opening 78 since the back firing would embody sumcient force to open the disk valve '19 against the spring 80. 7

From the foregoing, it is apparent that I have provided a carburetor in which I am enabled to maintain fixed definite relation between the fuel and air supplies and in which the throttle valve serves to effectively control said fuel and air supplies.

Furfher, I have provided a carburetor in which the likelihood of an explosion is materially obviated. Numerous other advantages of this device will be apparent to anyone skilled in the art and will be more fully brought out in the appended claims.

While I have illustrated and described the preferred form of construction for carrying my invention into effect, this is capable of variation and modification, without departing from the spirit of the invention. I, therefore, do not wish to be limited to the precise details of construction set forth, but desire to avail myself of such variations and modifications as come within the scope of the appended claims. I

.Having thus described my invention what I claim as new and desire to protect by Letters Patent is:

1. In a carburetor, a casing having an air passage therethrough formed with a converging portion providing a throat, a tapering air guide in said passage having an outlet directed toward 105 said throat, said passage and air guide being adapted to form separate air drafts converging toward said throat, a fuel inlet port adapted to deliver fuel to said passage at said throat, a valve in said port controlled by the suction at said throat, and an auxiliary air inlet to said passage and communicating with said throat.

2. In a carburetor, a casing having an airpassage therethrough formed with a throat, a removable sizing element in said throat, an air guide in said passage having an outlet directed toward said throat, a fuel inlet port adapted to deliver fuel to said passage at said throat, and a valve in said port controlled by the suction at said throat.

.3. In a carburetor, a casing having an air passage therethrough formed with a throat, a fuel duct having a discharge opening in said passage adjacent said throat, a throttle valve in said passage, a manually adjustable valve adapted to regulate the flow of fuel in said duct, a valve connected for operation in accordance with the operation of said throttle valve to regulate the flow of fuel in said duct, and a valve operable in accordance with the strength of suction in said passage to regulate the flow of fuel in said duct, said last valve having means for positively expelling an added quantity of fuel at said discharge opening upon a sudden increase of said suction.

4. In a carburetor, a casing having a throat and provided with a main air inlet, means providing an auxiliary air inlet to said casing, means for guiding the air from said inlets adapted to concentrate and combine the air streams at said throat, a fuel jet having its outlet at said throat anemia 7. In a carburetor, a casing having an air passage therethrough formed with a converging portion providing a throat, a tapering air guide in said passage having an outlet directed toward said throat, said passage and air guide being adapted to form separate air drafts converging toward said throat, a fuel inlet port at said throat adapted to deliver fuel to the air in said passage, and a valve in said port controlled by the suction at said throat.

ALFRED M. SMILEY. 

